Friction-induced Vibration Research Articles

Effect of MoS2 particle size on tribological and vibration reduction properties of thermoplastic polyurethane

The incorporation of lubricating filler can improve the self-lubricating properties of polymers and mitigate friction-induced vibration under harsh conditions. However, filler performances significantly vary depending on its size. In this study, molybdenum bisulfide (MoS2) particles of various sizes were utilized as lubricating additives to reinforce thermoplastic polyurethane (TPU). The results showed that an appropriate decrease in the particle size of MoS2 facilitated more efficient stress transfer from the polymer to the particle due to strengthened interfacial interaction, resulting in improved mechanical properties of the reinforced TPU composites. Additionally, the adsorption property of the MoS2 particle improved, extending the duration of the MoS2 tribo-film. These beneficial phenomena endow TPU composites with excellent tribological and frictional vibration reduction properties, with the 500 nm MoS2 presenting the best reinforcing effect. However, further reduction in particle size caused particle agglomeration, which adversely affected the mechanical and self-lubricating properties of the composite and eventually reduced the frictional vibration reduction properties. The findings obtained herein provide a valuable reference for developing a novel polymer with excellent friction and vibration reduction properties.

Using Lubricant Composition to Control Friction-Induced-Vibration in an Elastomer-Steel Contact Representing a Hydraulic Seal

Hydraulic seals are key industrial components that can suffer from unwanted friction induced vibration (FIV). The types of FIV mechanism that occur in these components, and how they may be controlled, are not well known. We conducted sliding friction tests on contacts between seal materials, lubricated by hydraulic fluids, under speeds and contact pressures typical of hydraulic machines. FIV that occurred under certain conditions was captured and analysed. Results suggest 1) two FIV mechanisms are occurring: classic stick-slip and speed dependant friction instability, the 2) occurrence and severity of these mechanisms are correlated with the ratio of static to dynamic friction and the gradient of the friction vs. speed (Stribeck curve), respectively, 3) these parameters can be controlled by including an appropriate additive package in the lubricant and this significantly reduces FIV, 4) most FIV occurs at low temperature and high load since these both lead to low kinetic friction (thicker hydrodynamic films and smoother surfaces) and thus promote stick-slip. This may explain instances of noise known in practice as the “Monday-morning effect” and suggests how this too may be alleviated through lubricant formulation.

The Effect of Friction Radius Variation on the Friction-Induced Vibration and Noise

The Effect of Friction Radius Variation on the Friction-Induced Vibration and Noise

Non-smooth self-excited vibration of a novel dynamical model for a disc brake

This paper proposes a new dynamic model for the study of friction-induced self-excited vibration of a disc brake system, where the pad’s motions in both radial and circumferential/tangential directions are included, which is in stark contrast to the previous studies that normally consider the pad’s motion in the tangential/circumferential direction only. The non-smooth dynamics of the system including three different states of motion, i.e., stick, slip and separation, is investigated. Both the linear stability analysis and the transient dynamic analysis are performed. The numerical results in the linear stability analysis indicate that the inclusion of pad’s radial motion in the present brake model significantly expands the ranges of operating parameters for dynamic instability than the brake model with only circumferential/tangential motion for the pad. For the transient dynamic analysis, two different methods, i.e., the time integration method and the shooting method, are employed for the calculation of steady-state response. The accuracy and efficiency of the shooting method are subsequently examined. The numerical results show rich bifurcation behaviours of the steady-state response in the present brake model with the variations of brake pressure and disc speed , and (the stiffness of the inclined spring in the radial direction) is a key parameter for controlling the occurrence of chaotic vibration in the system. Conflict of Interest Statement The authors declare no conflicts of interest.

Experimental investigation of stick-slip behaviors in dry sliding friction

Friction-induced vibration, particularly the bothersome stick-slip behavior, is a significant contributor to machine damage and component failure. In this study, the vibrational displacement, sound pressure, and coefficient of friction (COF) of several metal or alloy samples in dry conditions are tested using a reciprocating friction force test apparatus. It is found that the stick-slip behavior is more likely to occur at low sliding speeds and high normal loads. Furthermore, under the same working conditions, increasing the surface roughness of the sample or enhancing the hardness difference between the sample and the counterpart can mitigate the stick-slip behavior during the friction process. By analyzing the characteristic parameters of the stick-slip behavior, it is found that the temporal period and the stick-time decrease significantly with an increase in relative sliding speed. Additionally, the amplitude and intensity of the friction-induced noise increases with the increase of the relative sliding speed and normal load. The frequencies of the sound pressure are primarily concentrated around the natural frequency of the frictional system. Finally, we extract the COF and find that the average COF as well as the maximum and minimum COF first decreases sharply, and then becomes stable with the increase of the relative sliding speed due to the transition of friction state from stick-slip behavior to smooth sliding.

Effect of friction block thickness on the high-temperature tribological behavior of the braking interface of high-speed train

Tests on a high-speed train braking platform with friction blocks of different thicknesses revealed data on friction heat, wear, and friction-induced vibration and noise (FIVN). A finite element model (FEM) was developed using a finite element software, and then a thermal-mechanical-wear coupling simulation method was proposed to simulate the high-temperature wear of friction blocks. The results show that thicker friction blocks led to higher temperatures, eccentric wear, and increased wear debris, forming a stiff third body layer causing high-intensity FIVN. Thinner blocks showed better tribological properties and reduced FIVN. Although block thickness affects FIVN, the main frequency differences are minor. Therefore, friction block thickness should be considered as an important factor in brake pad design to manage high-temperature tribological behavior.

Biometric-Tuned E-Skin Sensor with Real Fingerprints Provides Insights on Tactile Perception: Rosa Parks Had Better Surface Vibrational Sensation than Richard Nixon.

The dense mechanoreceptors in human fingertips enable texture discrimination. Recent advances in flexible electronics have created tactile sensors that effectively replicate slowly adapting (SA) and rapidly adapting (RA) mechanoreceptors. However, the influence of dermatoglyphic structures on tactile signal transmission, such as the effect of fingerprint ridge filtering on friction-induced vibration frequencies, remains unexplored. A novel multi-layer flexible sensor with an artificially synthesized skin surface capable of replicating arbitrary fingerprints is developed. This sensor simultaneously detects pressure (SA response) and vibration (RA response), enabling texture recognition. Fingerprint ridge patterns from notable historical figures - Rosa Parks, Richard Nixon, Martin Luther King Jr., and Ronald Reagan - are fabricated on the sensor surface. Vibration frequency responses to assorted fabric textures are measured and compared between fingerprint replicas. Results demonstrate that fingerprint topography substantially impacts skin-surface vibrational transmission. Specifically, Parks' fingerprint structure conveyed higher frequencies more clearly than those of Nixon, King, or Reagan. This work suggests individual fingerprint ridge morphological variation influences tactile perception and can confer adaptive advantages for fine texture discrimination. The flexible bioinspired sensor provides new insights into human vibrotactile processing by modeling fingerprint-filtered mechanical signals at the finger-object interface.

On Dynamic Analysis and Prevention of Transmission Squawk in Wet Clutches

Abstract The genesis of clutch noise, encompassing squeaks, chatter, shudders, or judders, predominantly arises from friction-induced vibrations. As time progresses, the degradation of the clutch friction lining manifests due to diverse factors, such as the smearing of surface irregularities, elevated transmission fluid temperatures, fluctuating axial pressure, or aggressive shifting. Consequently, the slope of the friction curves tends to assume a negative gradient, giving rise to adverse damping effects like self-excited oscillations or stick-slip oscillations within the clutch pack. A lesser-discussed phenomenon, known as Squawking, occurs through analogous mechanisms discussed in this article. This article delves into investigating the occurrence of squawking noise observed in automatic transmission multi-disc clutches during low-speed up-shifts. The study discerns friction-induced vibrations as the primary contributor to squawk during the inertia phase of the clutch engagement cycle, a facet previously unidentified. During this phase, high-frequency weakly damped oscillating modes become self-excited due to the negative slope of the coefficient of friction versus slip speed curve. The coefficient of friction functions as negative damping during the inertia phase, where the energy dissipation from damping is insufficient to completely halt the oscillations, allowing them to persist at the natural frequency until clutch lock-up. Experimental data validates the proposed model and hypothesis, with results closely aligning with numerical simulations. The paper concludes by offering practical suggestions to prevent and mitigate squawk in automatic transmission wet clutches, with the aim of enhancing overall performance and reducing undesirable noise.

Energy generation from friction-induced vibration of a piezoelectric beam

The primary challenge in harnessing vibration energy with piezoelectric materials is the discrepancy in frequency between the energy source and the energy generator, which lowers the efficiency of energy harvesting. To address the challenge, a piezoelectric beam under friction-induced vibration (FIV) is designed, modeled, and studied for the first time to realize the pronounced FIV contributing to energy generation by adapting the vibrations of the continuum structure to align close to its resonant frequencies. The Stribeck friction model is applied to characterize the variation of friction based on the relative sliding velocity vr between contacting objects. The analytical solution is derived to solve the dynamic responses, and transient charging simulation validated by the experiment is utilized to assess energy output. Furthermore, parameter studies are conducted based on the validated model with regard to the material properties of the beam and piezoelectric material, electrode connections of piezoelectric patches, and friction model parameters to investigate their influences on energy output. Considering the same dimensional properties, materials with low Young's modulus E and density ρ are desired for the host structure to facilitate large dynamic strain in piezoelectric materials. With an exponential decay factor C = 8, representing optimal material contact interface, pronounced higher FIV mode can be induced leading to higher output power. A root mean square charging power PeRMS of 42.4 mW and a peak instant charging power Pe − peak of 263 mW can be achieved. In the current study, the model is implemented on a beam coupled with one piezoelectric patch, which has potential applicability to non-uniform beams with various layouts of piezoelectric patches. The presented model enables efficient optimization of continuum structural design for higher piezoelectric energy generation under friction.

The Effects of Friction Block Shape on Friction-Induced Wear, Vibration, and Noise of Train Brake Interface at Low Temperature

The Effects of Friction Block Shape on Friction-Induced Wear, Vibration, and Noise of Train Brake Interface at Low Temperature

The effect of interfacial wear debris on the friction-induced stick-slip vibration

To address the influence of wear debris on friction-induced stick-slip vibration (FISSV), a method involving grooving the friction disc was proposed. FISSV simulation experiments were conducted using a test setup. A finite element model (FEM) was established for dynamic simulations. The results show that wear debris significantly influences FISSV. Debris involved in friction will result in significant abrasive wear. Extensive debris entering the interface causes the worn surface to have numerous small contact plateaus with lower contact stiffness, leading to pronounced FISSV. Conversely, the presence of larger contact plateaus on the worn surface increases contact stiffness, making the friction system less prone to generating FISSV. Filling groove with graphite effectively suppresses FISSV. Controlling debris flow is crucial for suppressing FISSV.

DESIGN AND EVALUATION OF PIEZOELECTRIC-BASED PASSIVE DAMPING FOR HIGH FREQUENCY NOISE SUPPRESSION

This study focuses on developing a piezoelectric-based passive damper to mitigate high- frequency brake noise. The research investigates different designs of piezoelectric transducer elements to convert mechanical energy into electrical energy using a mass sliding belt test system that simulates real disc brake noise mechanisms. Integration of these electrical elements into the existing mass-sliding belt system is investigated. Five distinct piezoelectric transducer designs (Design-1, Design-2, Design-3, Design-4 and Design-5), each with unique technical specifications, boundary conditions, and scaling, are developed to suppress high frequency noise from friction-induced vibrations. To facilitate effective selection, a scoring method is employed, identifying Design-5 with a cylindrical model as the most efficient transducer design. Evaluation criteria include energy generation, compressive strength, operating temperature, weight, ergonomic usability, cost, and safety. Analyses are performed to assess potential stress-induced damage to the piezoelectric material resulting from the selected design. This study aims to contribute a novel perspective to noise reduction techniques and successfully demonstrates the integration of a piezoelectric transducer and an RLC circuit into a functional system.

Mechanism and suppression of friction-induced vibration in catenary-pantograph system

An unexplained instability phenomenon in railways is known to be caused by sliding friction in a catenary-pantograph system at low speeds. This is an important engineering problem because this instability phenomenon contributes to increased wear of contact wires and requires a train driver to confirm safety, which leads to train delays. Tribological analyses have found an increase in the friction coefficient at low speeds. Pantograph models based on the finite element method, multibody dynamics, and pin-disk model have been proposed for kinematic analyses. However, the mechanism is still uncertain, and no experimental investigations have been conducted. In this study, experimental and numerical investigations are conducted on the instability phenomenon caused by sliding friction. A method for estimating the friction coefficient for an actual pantograph is proposed and applied to experimentally investigate the instability phenomenon. A dynamic model is constructed based on various experiments. The frequency and the stable-unstable boundary of the instability phenomenon obtained in the simulations agree with those obtained in the experiment. From the dynamic model, it is found that the instability is a flutter-type instability caused by the asymmetry of the stiffness matrix due to Coulomb friction. Countermeasures for preventing the instability phenomenon based on the determined mechanism are proposed, and their effectiveness is verified by simulations and experiments. The results could contribute to the design of new pantographs to improve stability and the development of countermeasures for existing pantographs that experience instability.

Properties of Laser-Alloyed Stainless Steel Coatings on the Surface of Gray Cast Iron Discs

The influence of laser-alloyed stainless steel coatings on the properties of the surfaces of cast iron discs, such as friction-induced vibration and noise, friction coefficient, residual stress, hardness, and corrosion resistance, was investigated in this study. The experimental results show that after laser alloying, the surface hardness of the cast iron discs increased significantly. The residual stresses on the surfaces of the laser-alloyed discs changed from tensile to compressive residual stresses, while any compressive residual stresses increased by more than six times. Most of the laser-alloyed discs demonstrated better performance in friction-induced vibration and noise damping and friction reduction. Metallographic observation and XRD (X-ray diffraction) analysis results show that the laser-alloyed layer is mainly a mixture of acicular martensite and dendritic material, while the phase composition of laser-treated discs is mainly martensitic, [Fe, Ni], Fe3Si, Cr23C6, and austenite, which plays a significant role in the improvement of the properties of the laser-alloyed cast iron in physics, tribology and corrosion resistance. This research has significance for the laser surface treatment of various cast irons and steels, which is an increasingly important manufacturing technology in the vehicle friction brake industry.

Nonlinear energy harvesting system with multiple stability

The nonlinear energy harvesting systems of the forced vibration with an electron-mechanical coupling are widely used to capture ambient vibration energy and convert mechanical energy into electrical energy. However, the nonlinear response mechanism of the friction induced vibration (FIV) energy harvesting system with multiple stability and stick-slip motion is still unclear. In the current paper, a novel nonlinear energy harvesting model with multiple stability of single-, double- and triple-well potential is proposed based on V-shaped structure spring and the belt conveying system. The dynamic equations for the energy harvesting system with multiple stability and self-excited friction are established by using Euler-Lagrangian equations. Secondly, the static characteristics of the nonlinear restoring force, the friction force, and the potential energy surfaces are obtained to show the nonlinear stiffness, multiple equilibrium points, discontinuous behaviors and multiple well responses. Then, the equilibrium surface of bifurcation sets for the autonomous system is given to show the third-order quasi zero stiffness (QZS3), fifth-order quasi zero stiffness (QZS5), double well (DW) and triple well (TW). The co-dimension bifurcation sets of the self-excited vibration system are analyzed and the corresponding phase portraits for the coexistent of multiple limit cycles are obtained. Furthermore, the analytical formula of amplitude frequency response of the approximated system are obtained by the complex harmonic method. The response amplitudes of charge, current, voltage and power of the forced electron-mechanical coupled vibration system for QZS3, QZS5, DW and TW are analyzed by using the numerically solution. Finally, a prototype of FIV energy harvesting system is manufactured and the experimental system is setup. The experimental works of static restoring forces, damping forcse and the electrical outputs are well agreeable with the numerical results, which testified the proposed FIV energy harvesting model.

Controlling stick–slip in low-speed motion with a lifting force of magnetic fluid

Stick–slip is a standard friction-induced self-excited vibration that usually occurs in the boundary or mixed lubrication regimes. Broadening of the hydrodynamic lubrication regime is conducive to suppressing stick–slip motion. In this paper, the load carrying capacity of a magnetic fluid (MF) film in the presence of a magnetic field is derived based on the modified Reynolds equation. An additional lifting force produced by MF under the magnet was applied between the tribopairs to achieve the full fluid lubrication. Thus, the stick–slip is expected to be inhibited in a lower speed scope. The effect of magnet thickness on the lifting force is investigated experimentally and theoretically. Special attention is given to the influence of the lifting force on the friction and the critical transition speed of the hydrodynamic lubrication regime. Results demonstrate that the lifting force increases with the increment of the magnet thickness. The presence of the additional lifting force expands the hydrodynamic lubrication and makes the critical transition speed move left, as shown by the friction transitions on the Stribeck curve. Therefore, stick–slip motion can be suppressed at a lower sliding speed. Such beneficial effects are more pronounced in thicker magnets. It can be confirmed that, so long as the lifting force is higher than the normal load, the friction will invariably operate in the full film lubrication and the stick-slip motion may be eliminated theoretically.

The role of the damping component deformation in improving the tribological behavior at the high-speed train braking interface

Aiming to the issue of the unclear mechanism and lack of design basis for the influence of the deformation of the damping component installed in the brake pads of high-speed train, various perforated configurations were implemented on the damping component to obtain different typical deformation. The damping component was then installed on the back of the friction block and the tests on friction braking were performed using a test rig designed to assess high-speed train braking performance. A finite element model (FEM) was established for wear simulation to obtain block worn surfaces that closely matched the test results, succeeded by conducting both complex eigenvalue analysis (CEA) and implicit dynamic analysis (IDA). The findings indicate that the perforated configurations effectively provided damping components with different deformation capabilities, and increasing the deformation weakened its damping effect on vibration. The damping component deformation not only significantly affected the non-uniform wear on the block surface but also altered the wear patterns. Inappropriate deformation exacerbated the degree of non-uniform wear, leading to complex abrasive wear and adhesive wear, and added to the interface damage. Therefore, the damping component deformation significantly altered the friction-induced vibration and noise (FIVN) characteristics. Enhancing the deformation disrupted the continuity of FIVN but intensified its strength. The major reason is that the damping component deformation determined the time length of its compression and rebound, and inappropriate deformation significantly amplifying the oscillation intensity of contact area and friction force. This posed a challenge in establishing stable contact at the braking interface, ultimately leading to the generation of intense FIVN. Installation of damping components in brake pad to improve interface contact characteristics and suppress FIVN should carefully consider the structural of the braking system, and design damping components with appropriate deformation. Otherwise, it may lead to opposite effects.

Analysis of friction-induced vibration and wear characteristics during high-speed train friction braking process

This study explored the evolution of friction-induced vibration (FIV) and wear in high-speed train friction braking through experiments, theoretical analysis, and numerical simulation. Experimental tests revealed that vibration behavior transitions from high-frequency modes at high speeds to low-frequency stick-slip at lower speeds. Theoretical analysis indicated that brake disc speed, coefficient of friction (COF), and contact stiffness affect system stability. Specifically, the system experiences high-frequency vibrations at high speeds due to mode coupling, and the friction block surface primarily undergoes abrasive wear mechanisms. At lower speeds, the system demonstrates low-frequency stick-slip vibrations induced by the combined effects of mode coupling and negative friction velocity slope (NFVS) characteristics, and the friction block surface mainly experiences adhesive wear mechanisms.

The correlation between structural deformation of friction system and friction-induced stick-slip vibration

Friction-induced stick-slip vibration (FISSV) commonly observed in various friction systems, such as the braking system of high-speed trains. The formation and development of FISSV are intricately associated with the structural deformation of the friction system. Therefore, we explored the correlation between structural deformation and FISSV. Using rigid structures with varied deformation capabilities, tests were conducted, and simulations performed. Results show a strong link between structural deformation and FISSV occurrence. Longer rod-holders increased deformation capability, intensifying FISSV. Systems with weaker deformation had stable interfaces and minimal eccentric wear (EW), reducing FISSV likelihood. Conversely, systems with greater deformation experienced prolonged stick durations, intensifying EW and challenging stable interfaces. Structural rigidity is crucial in friction system design to prevent FISSV, ensuring safe operation.

Experiment and modelling of texture and sliding direction dependence on finger friction behavior

Humans rely on their fingers to sense and interact with external environment. Understanding the tribological behavior between finger skin and object surface is crucial for various fields, including tactile perception, product appearance design, and electronic skin research. Quantitatively describing finger frictional behavior is always challenging, given the complex structure of the finger. In this study, the texture and sliding direction dependence of finger skin friction was quantified based on explicit mathematic models. The proposed double-layer model of finger skin effectively described the nonlinear elastic response of skin and predicted the scaling-law of effective elastic modulus with contact radius. Additionally, the skin friction model on textured surface considering adhesion and deformation factors was established. It revealed that adhesive term dominated finger friction behavior in daily life, and suggested that object texture size mainly influenced friction-induced vibrations rather than the average friction force. Combined with digital image correlation (DIC) technique, the effect of sliding direction on finger friction was analyzed. It was found that the anisotropy in finger friction was governed by the finger’s ratchet pawl structure, which also contributes to enhanced stick-slip vibrations in the distal sliding direction. The proposed friction models can offer valuable insights into the underlying mechanism of skin friction under various operating conditions, and can provide quantitative guidance for effectively encoding friction into haptics.